JP7008644B2 - Brake disc unit - Google Patents

Description

The present invention relates to a friction ring connected using a shaft-hub connection portion having an alignment gearing portion having a large number of meshing portions, and a brake disc unit including a friction ring carrier.

General brake disc units, so-called compound brake discs, are known and used in their own right. Such mechanisms are manufactured in complex and expensive ways. Normally, a complex manufactured gear mechanism is formed between the friction ring and the friction ring carrier, and an intermediate sheet, pins, etc. guarantee safe torque transmission. Not only complicated manufacturing procedures, but also assembly and maintenance are complicated. Manufacturing procedures typically include milling, planing, reaming, etc., while mounting components require that they be manufactured in a particularly complex manner.

Alignment gearing units are also known in related fields. The alignment gearing portion is a plurality of meshing connection portions. Torque is usually transmitted by the tooth surface. The shaft engages from the outside and the hub engages internally.

Such an alignment gearing portion is known as an involute or parallel tooth profile, or fine serrations, depending on the tooth configuration and outer shape.

In conventional shaft-hub connections, feather key insert teeth with intermediate elements, circular mounting connections, or other connections are very common. The intermediate element is intended to guarantee the outer shape of the contact surface required for torque transmission. Other mounting connections known from the art are also known as meshing portions having polygonal external contours, such as so-called H- or P3G-shapes. This brings considerable disadvantages, especially for larger loads and larger components. The connection portion has a mold fitting portion on the entire surface. Power transmission is carried out at a position in the normal direction of the outer shape, that is, at right angles to the normal direction of the surface. Ideally, the angle of force should be tangential to the center of the component, especially for large loads. However, this is not the case for known polygonal shapes. Further, the polygonal shape for the meshing portion is difficult and complicated in manufacturing.

Including the prior art described above, the present invention is intended to provide a general form of brake disc unit, the manufacture and assembly thereof, preferably with no application of intermediate elements, extreme mechanical and thermal. It is still economical with the ability to accept the load.

For the technical solution of this object, a shaft-hub connection having the characteristics of claim 1 is proposed. Other advantages and features come from the dependent claims.

According to the present invention, the cross section of the meshing portion has an outer shape that operates along the extended trochoid, at least in part.

The cross section of the meshing portion therefore has an outer or outer path that operates along the extended trochoid in a portion or position.

The shaft-hub connection according to the present invention includes any connection between internal and external components for torque transmission. Among these are disc-shaped hubs, i.e. brake discs.

A so-called cycloid or cyclic curve is a path described by a fixed point of a circle as it rotates along a fixed circle on a curve guided by the circle. The curve to be guided may be, for example, a straight line or another circle. In this way, for example, an inner cycloid or an outer cycloid is produced as well as an inner trochoid or an outer trochoid. A typical inner cycloid or inner trochoid is produced by a fixed point P of a circle with a radius R that rolls along the inside of another circle without slipping. A typical outer cycloid or outer trochoid is produced by a fixed point P of a circle P that rolls along the outside of another circle without slipping. The distance a of the fixed point P from the center of the radius R is important. If the distance a differs from the radius R, it is called a trochoid, otherwise it is usually called a cycloid. If a is less than R, this is called a shortened trochoid. If a is greater than R, this is called an extended trochoid.

Extended trochoids are characterized by their discontinuous shape, i.e. the curves intersect each other in the course of the curve. While the prior art describes a closed cycloid as far as the form of the outer shape of the connection is concerned, the present invention relates to a partial cross section or cross section of each extended trochoid forming a connector cross section between the shaft and the hub. Is. By using extended trochoids, the torque transfer force is significantly improved compared to other types of cycloids. In particular, the shape of the meshing portion can be designed to be steeper. In this way, a particularly stable and efficient connection can be realized. The use of the corresponding manufacturing process not only allows for economical but also very accurate manufacturing, which is also the reason why the use of extended trochoids is considered first. Rather, complex machining operations will avoid such shapes by specialists. This applies to narrow curved shapes, sudden changes in diameter, etc.

According to an advantageous proposal, the connection is axially tightly fitted , or at least formed so that there is no backlash.

Further, as a special advantage, it is shown that the gear mechanism is manufactured by cam-type turning. This applies to at least one of the shaft or hub components, but preferably both. This leads to special economic realizability even in mass production. Another advantage of the present invention is that different materials may be combined. The shape of the outer shape of the meshing portion leads to the optimum torque transmission, and the force acting on each meshing portion does not become stronger than necessary.

According to another advantageous proposal of the present invention, the meshing portion may include a relief groove. Also, other isolated areas are within the scope of the invention. An isolated region in shape is a region that is not in contact with the shaft and hub.

The present invention makes it possible to manufacture a corresponding shaft-hub connection by a turning process. The contour is created through manufacturing using a high precision turning process with maximum pitch and curve shape accuracy as much as possible. Pitch error cannot actually be measured.

All meshes can be manufactured according to the same processing procedure. The shape of all meshes is the same, so the measurement is reduced to one mesh. Due to the mathematically well-defined contours, the invention is suitable for large batches and can be inspected by simplified measurements.

The force transfer vector is rather peripherally oriented, resulting in an optimized force for torque transfer.

The present invention allows a great deal of freedom in the design and manufacture of shaft-hub connections. The number of meshing portions, the radius of the tool trajectory, and the depth of penetration into the workpiece are manufacturing parameters that enable manufacturing in a suitable shape.

Connections can be tuned and optimized for each individual case. In addition to the number of meshes, their width and height, the size of the gap between the meshes, the functional diameters inside and outside, the contact surface between the shaft mesh and the hub of the connection, and The escape groove may be changed.

In practice, certain manufacturing parameters have proven to be suitable. Therefore, with respect to the number of meshing portions, 15 to 40 are considered to be typical, whereas the meshing portions are defined in the range of 7 to 70. The width of the meshing portion is preferably> 8 mm, particularly preferably> 12 mm. The height of the meshing portion is created to be preferably> 5 mm, particularly preferably> 8 mm. The gap between the meshing portions is preferably> 3 mm, particularly preferably> 5 mm. These data also show that the engagement-to-gap relationship and performance requirements in the attachment location dependency do not necessarily have to be 1: 1. For example, 2: 1, 2.5: 1, but vice versa, 1: 2, 1: 2.5, and any intermediate relationship may be suitable.

The relief groove, if any, may preferably reach a few millimeters.

In a particularly preferred method, all meshes have the same shape.

While 150 mm to 300 mm has proven to be advantageous, it is advantageous to choose a functional inner diameter of at least 100 mm, preferably 140 mm to 220 mm, and a functional outer diameter of up to 400 mm. Has been proven.

Manufacture of outer shapes using turning processes, especially cam-type turning processes, results in high manufacturing accuracy with the highest possible pitch and curve shape accuracy. Pitch error, if any, cannot be measured. In this way, a very uniform contact pattern behavior can be obtained. That means that the force transfer area is optimal and industrially reproducible connections can be manufactured. This is essentially immediately provided by the present invention, whereas in the conventional corresponding shaft-hub connection, equally good contact pattern behavior only develops after a long break-in period. In fact, it usually improves performance.

The present invention allows the manufacture of oversized connections (compressive connections) so that there is no contact loss due to separate expansion of the shaft and hub. Where the normal direction of the surface is preferably outward, the relief groove ensures that the connection does not come off. When utilizing a relief groove with a slip-fitting connection, the relief groove ensures that the maximum backlash of the connection is limited by the separate expansion of the shaft and hub.

Stepped internal and external contours may be used on both the shaft and the hub to facilitate the connection of the shaft to the hub. For this purpose, at least two steps in the shaft and hub are sized to be provided with separate backlash in the first axial region of the connection, which greatly facilitates the coupling operation. To. The connections are already centered themselves before the components come into contact with each other in the final step. The two components can be connected by a large oversize without compromising the quality of radial or axial runout. In the final assembled state, the entire oversized connection defined by the design will withstand the load, i.e., the full axial length of the connection will be utilized. This additional feature optimizes the mounting space for the connection, especially for heavily loaded connections, especially if large oversizing is required for the functionality of the connection. Can be done. With the help of a stepped design, the effort of heating or rapid cooling during assembly can be eliminated, which is a considerable advantage.

The brake disc unit according to the present invention has many advantages. Friction rings and friction ring carriers can be made of different materials. Candidates include gray cast iron and ceramics combined with aluminum or thin steel sheets. It may form a transmission portion that constitutes a self-contained, independent torque transmitting element.

In an advantageous way, even with the maximum expected temperature difference between the friction ring and the friction ring carrier, it is still guaranteed that there is no backlash between the two components. Oversize may be formed.

The connection cannot be moved axially, but nevertheless, according to an advantageous proposal, a locking mechanism may be provided to prevent the shaft from coming off. In this case, a planar support may be provided according to the advantageous proposal of the present invention to define the position of the axis.

The planar support may be manufactured with the same settings with non-circular machining.

The recess and the meshing portion may be formed in advance with a blank, and can be finished by non-circular processing. In an advantageous way, the functional diameter range is selected according to the expected force. The same shall apply to dimensions such as the width of the meshing portion, the gap, and the height of the meshing portion.

According to another advantageous proposal of the present invention, for example, the friction ring carrier can be manufactured by a pot-shaped forming method, so that it does not require further machining in the connection area.

The meshing ratio of the shaft between the friction ring and the friction ring carrier results in a shaft mounting space for the shaft-hub connection. According to another advantageous proposal of the present invention, the shaft-hub connection is axially shorter than the mounting space, preferably less than 50%.

The present invention proposes a novel brake disc unit. This device can be eliminated without any intermediate elements and has extremely high mechanical and thermal load receptivity.

Backlash-free connections, which can be formed as transition attachments, compression connections, or even with very little oversize, provide very high thermal load receptivity. Nevertheless, due to the present invention, the brake disc unit can be manufactured in very short manufacturing time with little economic effort and due to the new manufacturing procedure.

Other advantages and features of the present invention can be inferred from the following description based on the figures.

In the figure, the same element is specified by the same reference number.

The plan view of the polygonal shape of the shaft by the present technology is shown. The plan view of the polygonal shape of the shaft by the present technology is shown. FIG. 3 shows a (schematic) cross-sectional view of an exemplary embodiment of a shaft-hub shape according to the present invention. FIG. 3 shows a diagram with an indication of the tool trajectory. An enlarged view in the normal direction is shown in an exemplary embodiment for a shaft-hub shape according to the present invention. FIG. 5 shows a diagram of an exemplary embodiment with a relief groove. The cross-sectional view of the shaft according to this invention is shown. The cross-sectional view of the hub by this invention is shown. The figure of the assembly is shown.

According to FIGS. 1 and 2, in addition to the standard gear mechanisms such as involute tooth profiles, parallel tooth profiles, or fine serrations that are known per se, there are also so-called polygonal gear mechanisms. Polygonal outlines such as those shown are known from the prior art. FIG. 1 shows, as an example, the so-called H6 shape 1, on which an outer shape with six corners 2 is formed. This cross section for torque transmission has a surface normal 4.

According to FIG. 2, a so-called P3G shape is shown, and a surface normal 7 is formed.

In FIGS. 1 and 2, each normal is shown surrounding the whole. In particular, normal directions that are partially very unfavorable for force transmission or momentum transmission can be ascertained here.

3 and 4 are exemplary embodiments of the tooth shape of the gear. The shape 10 comprises a meshing portion 11 having a meshing height 13 and a gap 12 and engages with the corresponding inverted shape. The meshing portion has an meshing width of 14. They are positioned between the functional inner diameter 16 and the functional outer diameter 15. In the exemplary embodiment shown, the meshing portion has a relief groove 17 and is tapered in the root region. The tool trajectory 18 is shown in FIG.

FIG. 5 shows an enlarged view of the meshing portion 11 of the shaft-hub connection portion according to FIG. In the enlarged view shown, the meshing portion 11 is supplemented by the indication of the normal 20 and is exemplified by the corresponding half-line on the surface of the meshing portion. Here, a particularly preferred normal direction is provided, resulting in a special fit for force and torque transmission.

The corresponding figure shown in FIG. 6 shows the meshing portion 11 and the radial normal 21. In this figure, the escape groove 17 is particularly marked. It results from a deviation of the meshing portion from below, at least in a straight line or in a tangential direction. The outer shape of the relief groove provides the advantages described accordingly.

Exemplary embodiments of the brake disc unit according to the present invention are shown in FIGS. 7a-7c. The shaft 22 includes a meshing portion 23, and a gap 24 remains between them. The meshing portion 23 comprises a relief groove in the illustrated exemplary embodiment.

The hub 25 shown in FIG. 7b has a corresponding recess 26 and a gap or mesh 27.

Joined to each other, this results in the figure described in 7c, which indicates that the transmission contact points along the normals are optimized.

An exemplary embodiment shows, for example, a brake disc 25 for a central hub body or pot 22.

The exemplary embodiments described are only useful for better understanding and are not limiting.

1 Polygonal shape 2 Square part 4 Normal 5 Polygonal 7 Normal 10 Shaft-hub connection 11 Engagement 12 Gap 13 Engagement height 14 Engagement width 15 Functional outer diameter 16 Functional inner diameter 17 Relief groove 18 Tool Orbit 20 Normal 21 Normal 22 Shaft 23 Engagement 24 Gap 25 Hub 26 Recess 27 Intermediate region

Claims (9)

A brake disc unit with a friction ring and a friction ring carrier, connected using a shaft-hub connection with an alignment gearing with a large number of meshes.
The cross section of the meshing portion at the shaft-hub connection in the direction intersecting the axial direction has, at least in part, the shape of an extended trochoid .
The non-contact region of the shaft-hub connection portion is formed in the outer shape of the meshing portion.
A brake disc unit characterized in that the meshing portion is provided with a relief groove . The brake disc unit according to claim 1 , wherein there are also meshing portions having different outer shapes. The brake disc unit according to claim 2 , wherein the meshing portion having a different outer shape exists as a part of an involute or a parallel tooth profile and / or a fine serration. The brake disc unit according to any one of claims 1 to 3 , wherein the shaft and the hub are tightened and fitted . The brake disc unit according to claim 4 , wherein the degree of tightening is selected according to the maximum expected temperature difference between the two components. The brake disc unit according to any one of claims 1 to 5 , wherein at least one of the gear mechanisms is manufactured by a cam-type turning process. The brake disc unit according to any one of claims 1 to 6 , wherein the friction ring and the friction ring carrier are made of different materials. The brake disc unit according to any one of claims 1 to 7 , wherein the alignment gearing portion includes an axially stepped region for both the shaft and the hub . The brake disc unit according to any one of claims 1 to 8 , wherein the alignment gearing portion is formed only through the ratio of the meshing ratio of the shafts of both components.

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